JP2002047953A - Controller for internal combustion engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To control an air supply condition of an internal combustion engine and suppress the vibration caused when starting the engine. SOLUTION: A controller for the internal combustion engine making a rotary member output power by giving an external force to the rotary member of the internal combustion engine to rotate it and burning fuel is provided with a start control means (step S1 or S6) for controlling a rotation condition of the rotary member due to the action of external force based on the air supply condition.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for an internal combustion engine that outputs a power from the rotary member by applying external force to the rotary member of the internal combustion engine to rotate the internal combustion engine and burning fuel.

[0002]

2. Description of the Related Art Conventionally, the rotational phase of a crankshaft,
2. Description of the Related Art A control device for an internal combustion engine that controls the relationship between the rotational phase of a camshaft for an intake valve and the opening and closing timing of the intake valve to control the output of the internal combustion engine is known. An example of such a control device for an internal combustion engine is disclosed in
No. 0-227236. The vehicle described in this publication has an engine (internal combustion engine), a driving motor, and a starting motor for starting the engine. Then, based on conditions such as the operation of the ignition key, the operation states of the accelerator pedal and the brake pedal, the remaining amount of the battery, and the like, the drive / stop and output of the engine and the traveling motor are controlled.

The engine has a crankshaft, an intake camshaft, and an exhaust camshaft. A vane is fixed to the intake camshaft, and an annular housing is mounted outside the vane. The vane and the housing are configured to be relatively rotatable within a predetermined angle range. A retard hydraulic chamber and an advance hydraulic chamber are formed between the vane and the housing. A driven gear is fixed to the housing. Further, an oil pump is attached to the crankshaft, and the oil pump is provided with a crank pulley. The oil pressure of the oil pumped by the oil pump is configured to act on the retard hydraulic chamber and the advance hydraulic chamber. Further, a timing belt is wound around the driven gear, the crank pulley, and the drive gear of the exhaust camshaft. On the other hand, cams are formed on the intake side camshaft and the exhaust side camshaft, respectively, and these cams are arranged at positions corresponding to the intake valve and the exhaust valve. Further, a starting motor for starting the engine is provided.

In the above configuration, when the crankshaft is initially rotated by driving the starting motor, the torque of the crankshaft is transmitted to the intake side camshaft and the exhaust side camshaft via the timing belt.
The intake and exhaust valves are opened and closed. By performing intake air amount control, fuel injection amount control, ignition timing control, and the like in parallel with this control, known intake strokes, compression strokes, expansion strokes, and exhaust strokes are performed, and the engine autonomously rotates. Further, by controlling the hydraulic pressures of the retard hydraulic chamber and the advance hydraulic chamber, it is possible to adjust the correspondence between the rotational phase of the crankshaft and the rotational phase of the intake camshaft. For example, when the hydraulic pressure of the advance hydraulic chamber is increased to control the closing timing of the intake valve to the most advanced state, the intake valve closes relatively quickly, and the intake air blows back (the air in the combustion chamber is supplied to the intake pipe). (Return amount) is reduced, so that the amount of compressed air is increased. On the other hand, if the hydraulic pressure in the retard hydraulic chamber is increased to control the closing timing of the intake valve to the most retarded state, the intake valve is closed relatively slowly, and the blow-back of the intake air increases. The amount of air produced is reduced.

[0005] Further, in the control apparatus for an internal combustion engine described in the above publication, the closing timing of an intake valve is controlled when the engine is started. Specifically, when an engine stop command is issued, it is determined whether or not the next engine start is a cold start based on the temperature detected by the water temperature sensor. If the determination is affirmative, the opening / closing timing of the intake valve is changed to the most advanced position, and the engine is stopped. Therefore, when a request to restart the engine occurs in a cold state, the fuel is poorly vaporized, the air-fuel mixture becomes thin, and the combustion state tends to be unstable, but the closing timing of the intake valve is controlled to the most advanced angle. Therefore, the compression pressure of the air-fuel mixture in the compression stroke is increased, and the engine can be reliably started.

On the other hand, if there is a possibility that the engine will be restarted while the engine is still warm when a request to stop the engine is made, the opening / closing timing of the intake valve is changed to the most retarded position, To stop. Therefore, if a request to restart the engine is issued while the engine is warm, the combustion state of the fuel will be stable, but the intake air amount will increase and the intake valve will be open even during the compression stroke. A sudden increase in compression pressure is suppressed, and engine vibration can be avoided. Thus, in the above publication, based on the temperature prediction at the time of starting the stopped engine,
It is described that knocking and vibration can be reduced by controlling the opening and closing timing of the intake valve.

[0007]

In the above publication,
Although the closing timing of the intake valve is controlled based on the temperature prediction when the engine is restarted, there is a possibility that an engine start request may occur during such a change of the closing timing. For example, an engine start request may be generated during a change from the most advanced state corresponding to the restart of the engine at a low temperature to the most retarded state for restarting the engine in a warm state. In such a case, when the engine is started and the engine speed is increased, the amount of intake air is relatively large, and the compression pressure is rapidly increased in a state where the combustion is good. Was. Therefore, in the above-mentioned publication, when controlling the closing timing of the intake valve at the time of starting the engine, there is a possibility that the vibration of the engine may occur, and there is room for improvement in this respect.

SUMMARY OF THE INVENTION The present invention has been made in view of the above circumstances, and has as its object to provide a control device for an internal combustion engine that can more reliably suppress the vibration at the time of starting the internal combustion engine.

[0009]

In order to achieve the above object, the invention of claim 1 provides an external force to a rotating member of an internal combustion engine to rotate the rotating member and burn the fuel by rotating the rotating member. In a control device for an internal combustion engine that controls a state in which power is output from a member, a start control unit that controls a rotation state of the rotating member due to an action of the external force based on a supply state of the air is provided. It is a feature.

According to the first aspect of the invention, when the rotating member is rotated by an external force, a compression pressure for compressing the air-fuel mixture is generated, and this compression pressure is adapted to the combustion state of the air-fuel mixture.

According to a second aspect of the present invention, in addition to the configuration of the first aspect, the start control means has a function of controlling the supply state of the air based on a physical quantity related to the combustion of the fuel. It is characterized by the following.

According to the second aspect of the invention, in addition to the same effect as the first aspect of the invention, the function of adjusting the compression pressure to the combustion state of the air-fuel mixture is further improved.

According to a third aspect of the present invention, in addition to the configuration of the second aspect, the starting control means has a function of controlling a supply state of the air based on a temperature. is there.

According to the third aspect of the invention, in addition to the same effect as the second aspect of the invention, the supply state of the air is controlled based on the temperature. Therefore, the rotating state when the rotating member is rotated by the external force is controlled based on the combustion state of the air-fuel mixture based on the temperature.

According to a fourth aspect of the present invention, in addition to the configuration of the third aspect, the starting control means is configured to control the rotation of the rotating member when a first air supply state corresponding to a first predetermined temperature is selected. Than the first rotation speed when rotating by external force,
A second air supply corresponding to a second predetermined temperature higher than the first predetermined temperature from the first air supply state, and having a smaller air supply amount than the first air supply state; It is characterized in that it has a function of lowering the second rotation speed when the rotating member is rotated by an external force when changing to the state.

According to the fourth aspect of the invention, in addition to the same effect as the third aspect of the invention, when the internal combustion engine is started at the first temperature, the supply amount of air is relatively large, and the air-fuel mixture is increased. Since the compression pressure acting on the internal combustion engine is increased, the combustion of the air-fuel mixture becomes favorable, and the startability of the internal combustion engine is ensured. On the other hand, the amount of supplied air is reduced due to the change from the first temperature to the second temperature, but the compression pressure acting on the air-fuel mixture is suppressed from becoming too high, and the internal combustion engine is controlled. Vibration can be suppressed.

According to a fifth aspect of the present invention, in addition to the configuration of the fourth aspect, the start control means includes a step of changing the state from the first air supply state to the second air supply state.
It is characterized by having a function of making a third rotation speed for rotating the rotating member by an external force higher than the second rotation speed.

According to the fifth aspect of the present invention, in addition to the same effect as the fourth aspect of the present invention, the air supply amount is changed after the first air supply state is changed to the second air supply state. Is relatively small, the rotation speed when the rotating member is rotated by an external force is increased, the compression pressure acting on the air-fuel mixture is increased, the fuel combustion is improved, and the vibration of the internal combustion engine is suppressed.

According to a sixth aspect of the present invention, in addition to any one of the first to fifth aspects, the starting control means has a function of applying an external force to the rotating member by a driving force source other than the internal combustion engine. It is characterized by having.

According to the invention of claim 6, in addition to the same effect as in any of the inventions of claims 1 to 5, an external force is applied to the rotating member by controlling a driving force source other than the internal combustion engine. The rotation state is controlled. Therefore, it is not necessary to provide a special system for cranking the rotating member.

In each of the above inventions, the "air supply state"
Means, for example, the amount of air in a combustion chamber controlled by at least one of intake and exhaust. The “air supply state” includes an intake start timing and an intake end timing, an exhaust start timing and an exhaust end timing. Further, in the present invention, as a mode of supplying air to the combustion chamber, a mode in which a mixture of air and fuel is supplied to the combustion chamber, a mode in which air and fuel are separately supplied to the combustion chamber, and Mixing the air and the fuel in the chamber. Therefore, the “supply state of air mixed with fuel” may be determined based on either the supply state of air alone or the supply state of air-fuel mixture in which air and fuel are mixed. In the present invention, "physical quantity related to fuel combustion" means a factor affecting fuel combustion. Examples of the factor include a cooling water temperature of an internal combustion engine, an outside air temperature, and a volatilization of fuel. And the like. Further, in the present invention, the “rotation state of the rotating member due to the action of the external force” includes the rotation state of the starting device that applies the external force to the rotation member, and the rotation state of the rotation member itself. The “rotation state” of the present invention includes a rotation speed, a rotation speed, a torque, and the like.

[0022]

Embodiments of the present invention will now be described with reference to the drawings. FIG. 2 is a conceptual diagram showing a power train of a hybrid vehicle to which the present invention is applied, and FIG.
FIG. 2 is a block diagram illustrating a control system of the power train illustrated in FIG. 1. This hybrid vehicle has an engine 1 as a driving force source, and a power split mechanism 2 is connected to the engine 1. A motor generator 3 and a speed reducer 4 are connected to the power split mechanism 2. A motor generator 5 different from the motor generator 3 is connected to the speed reducer 4, and wheels 6 are connected to an output side of the speed reducer 4.

The engine 1 is a device that outputs power (in other words, torque) by burning fuel. As the engine 1, an internal combustion engine, for example, a gasoline engine using gasoline as a fuel, or light oil as a fuel is used. Diesel engine or LP fueled by liquefied petroleum gas
A G engine or an LNG engine using liquefied natural gas as fuel can be employed. Further, as the engine 1, an ethanol engine, a methanol engine, or the like can be used in addition to the above. Hereinafter, in this embodiment, a case where a gasoline engine is used as the engine 1 will be described as an example. The engine 1 has a known structure including an ignition device 7, a fuel injection device 8, an electronic throttle valve 9, and the like. The fuel injection device 8 may be of a type in which fuel is injected into an intake pipe 19 to mix fuel and air, or a type in which fuel is injected into a combustion chamber to mix air and fuel. . The electronic throttle valve 9 is provided in the intake pipe 19, and an actuator (for example, a motor) 22 for controlling the opening of the electronic throttle valve 9 is provided.

FIG. 4 is a perspective view showing a part of the configuration of the engine 1. The engine 1 has a crankshaft 168, and the piston 11 is connected to the crankshaft 168 via a connecting rod 10. The engine 1 has a plurality of cylinders, but in this embodiment, one cylinder will be described for convenience. A combustion chamber 12 is arranged above the piston 11. An intake pipe 19 and an exhaust pipe 20 are connected to the combustion chamber 12.
An intake port (not shown) is formed between the fuel cell 9 and the combustion chamber 12, and an exhaust port (not shown) is formed between the exhaust pipe 20 and the combustion chamber 12. An intake valve 162 for opening and closing an intake port and an exhaust valve 164 for opening and closing an exhaust port are provided. Further, a spring (not shown) for separately and constantly urging the intake valve 162 and the exhaust valve 164 in a predetermined direction so as to close the intake port and the exhaust port is provided.
Further, a rocker arm (not shown) for regulating the operation of each valve stem of the intake valve 162 and the exhaust valve 164, and a push rod (not shown) connected to the rocker arm are provided. Furthermore, a crank pulley 168A is attached to one end of the crankshaft 168.

On the other hand, above the crankshaft 168, an intake camshaft 112 and an exhaust camshaft 123 are provided. This intake side camshaft 1
A cam 120 is formed on the outer periphery of the cam 12. The cam 120 is disposed at a position corresponding to the intake valve 162. A cam 120A is also formed on the outer periphery of the exhaust side camshaft 123. The cam 120A is arranged at a position corresponding to the exhaust valve 164. The phase of the projecting portion of the cam 120 in the circumferential direction of the intake camshaft 112 and the exhaust camshaft 123
Are set at positions different from the phase of the protruding portion of the cam 120A in the circumferential direction. The cams 120, 120
A is in contact with the end of the push rod.

Further, a driven gear 122 is mounted on the outer periphery of the intake side camshaft 112. Also,
A timing pulley 124 is provided on the exhaust side camshaft 123.
Has been fixed. Then, the crank pulley 168A, the timing pulley 124, and the driven gear 12
2, a timing belt 127 is wound around. Here, the timing pulley 124 and the driven gear 122 are set to a gear ratio of 1: 2 with respect to the crank pulley 168A. Therefore, when the crankshaft 168 makes two rotations, the timing pulley 124 and the driven gear 122 make one rotation.

A vane 13 is fixed to an end of the intake-side camshaft 112 on the driven gear 122 side, as shown in FIGS. This vane 13
Has a boss portion 13A and a pressure receiving portion 14 provided on the outer peripheral side of the boss portion 13A. A plurality of, specifically, four pressure receiving portions 14 are provided along the circumferential direction of the boss portion 13A. The pressure receiving portions 14 are arranged at equal intervals in the circumferential direction. The driven gear 122 has a housing 11.
1A is fixed, and the vane 13 is arranged inside the housing 111A. The housing 111A has a cylindrical portion 15 and a disk portion 16 connected to one open end of the cylindrical portion 15.

On the inner peripheral surface of the cylindrical portion 15, a plurality of projections 28, specifically, four projections 28 are provided. The projections 28 are arranged at equal intervals in the circumferential direction. And each pressure receiving part 14 and each protrusion 28 are arranged alternately in the circumferential direction. In addition, spaces 17 and 18 are formed between the pressure receiving portion 14 and the protrusion 28 which are adjacent to each other. Therefore, the intake-side camshaft 112 and the driven gear 122 can rotate relative to each other within the range of the spaces 17 and 18. The spaces 17 and 18 on both sides of each pressure receiving portion 14 constitute an advance hydraulic chamber and a retard hydraulic chamber. Therefore, the spaces 17 and 18 are hereinafter referred to as an advanced hydraulic chamber 17 and a retard hydraulic chamber 18. A sealing device 2 is provided on the outer peripheral surface of each pressure receiving portion 14.
1 is mounted, and the advance hydraulic chamber 17 and the retard hydraulic chamber 18 are liquid-tightly partitioned by the sealing device 21. An oil control valve 23 for individually controlling the hydraulic pressures of the advance hydraulic chamber 17 and the retard hydraulic chamber 18 is provided. Therefore, by adjusting the balance between the hydraulic pressure of the advance hydraulic chamber 17 and the hydraulic pressure of the retard hydraulic chamber 18,
The relative position in the circumferential direction between the intake side camshaft 112 and the driven gear 122 can be controlled.

Further, the disc portion 1 in one pressure receiving portion 14
A recess 24 is formed on the surface on the sixth side, and a lock pin 25 is arranged in the recess 24. The lock pin 25 is reciprocally movable in the axial direction of the intake camshaft 112, and the lock pin 25 is urged toward the disk 16 by a spring 26 provided in the concave portion 24. Disk part 1
A locking groove 27 is provided on the surface of the vane 13 on the side of the vane 13. The hydraulic pressure of the oil pumped by the electric oil pump 115 is controlled by a hydraulic pressure control valve 115A to act on the locking groove 27. The driving and stopping of the electric oil pump 115
Control can be performed independently of driving / stopping of the engine 1. The lock pin 25 and the locking groove 27 are connected to the intake camshaft 1.
They are arranged on the same circumference centered on twelve axes (not shown).

The hydraulic pressure in the advance hydraulic chamber 17 is made higher than the hydraulic pressure in the retard hydraulic chamber 18 so that the circumferential relative position between the intake camshaft 112 and the driven gear 122 can be adjusted to a predetermined state (to be described later). (Advanced state), the position of the lock pin 25 in the circumferential direction and the position of the lock groove 27 in the circumferential direction are adjusted so that the phase of the lock pin 25 matches the phase of the lock groove 27. The placement position is set. Further, a most retarded angle detection sensor 29 is provided on a surface of one of the protrusions 28 on the advance hydraulic pressure chamber 17 side.

The power split mechanism 2 is provided with a known planetary gear mechanism (not shown) and a frictional engagement device 30 such as a clutch or a brake for controlling rotation and stop of a rotating element of the planetary gear mechanism. I have. Further, a control valve 30A for controlling engagement / disengagement of the friction engagement device 30 and its engagement pressure.
Is provided. The motor generator 3 has both a function as an electric motor to which electric power is supplied and outputs motive power, and a function as a generator to convert mechanical energy into electric power. A fixed permanent magnet type synchronous motor or the like can be used.

The motor generator 5 has both a function as an electric motor to which electric power is supplied and outputting power, and a function as a generator to convert mechanical energy into electric power. as,
For example, a fixed permanent magnet type synchronous motor or the like can be used. Further, a battery 33 is connected to the motor generators 3 and 5 via inverters 31 and 32, respectively. The reduction gear 4 is a known power transmission device,
For example, gears, chains, sprockets, differentials, and the like are provided.

On the other hand, as shown in FIG. 3, an electronic control unit (ECU) 34 for controlling the entire vehicle is provided. The electronic control unit 34 is configured by a microcomputer mainly including a central processing unit (CPU or MPU), a storage device (RAM and ROM), and an input / output interface. The electronic control unit 34 has an engine speed (in other words, engine speed).
The signal of the sensor 35, the signal of the cooling water temperature sensor 36, the signal of the ignition switch 37, the signal of the intake air amount sensor 38, the state of charge of the battery 33 (SOC: state of cha)
rge), the signal of the charge detection sensor 39, the signal of the air conditioner switch 40, the signal of the shift position sensor 41, the signal of the foot brake switch 42, the signal of the accelerator opening sensor 43, the signal of the throttle opening sensor 44, and the vehicle speed. The signal of the sensor 45, the signal of the oxygen concentration sensor 46, the signal of the intake air pressure sensor 47, the signal of the camshaft sensor 48 for detecting the rotation angle of the intake camshaft 112, the signal of the crank angle sensor 49, the outside air temperature sensor 50
, The signal of the resolver 51 for separately detecting the rotation speed (in other words, the rotation speed) and the rotation angle of the motor generators 3 and 5, the signal of the most retarded angle detection sensor 29, and the fuel injected by the fuel injection device 8. A signal from the volatile state detection sensor 52 for detecting the volatile state is input. The volatilization state of the fuel can be determined from, for example, the components and types of the fuel itself, the intake air temperature, the intake air density, and the like.

On the other hand, from the electronic control unit 34, a signal for controlling the ignition device 7, a signal for controlling the fuel injection device 8, a signal for controlling the actuator 22, and the inverters 31, 3
2, a signal for controlling the control valve 30A,
A signal for controlling the oil control valve 23, a signal for controlling the electric oil pump 115, the hydraulic control valve 11
A signal for controlling 5A is output.

Here, the correspondence between the configuration of this embodiment and the configuration of the present invention will be described. The engine 1 corresponds to the internal combustion engine of the present invention, and the motor generators 3 and 5 correspond to the driving power source of the present invention. , And the crankshaft 168 corresponds to the rotating member of the present invention.

In the hybrid vehicle shown in FIG. 2, the entire vehicle is controlled based on a signal input to electronic control unit 34 and data stored in electronic control unit 34 in advance. The electronic control unit 34 controls, for example, driving (including start-up) and stopping of the engine 1, driving / stopping / power generation of the motor generators 3 and 5, and engagement / disengagement of the friction engagement device 22. Is stored. For example, the presence or absence of a request to start the engine 1 is determined based on a signal from the ignition switch 37 and other signals. If the request for starting the engine 1 is satisfied, the motor generator 3 or the motor
The generator 5 is driven as an electric motor, and its power causes the crankshaft 168 to perform an initial rotation (cranking).
Then, the piston 11 reciprocates in the cylinder. When the crank pulley 168A rotates integrally with the crankshaft 168, the torque is transmitted via the timing belt 127 to the timing gear 124 and the driven gear 122.
And the timing gear 124 and the driven gear 122 rotate in a predetermined direction.

Here, if the hydraulic pressures of the advance hydraulic chamber 17 and the retard hydraulic chamber 18 are controlled and the relative positioning of the vane 13 and the intake camshaft 112 in the circumferential direction is performed, the driven gear The intake camshaft 112 also rotates in synchronism with the operation in which 122 rotates clockwise in FIG. With the rotation of the intake side camshaft 112,
When the intake valve 162 is pressed by the cam surface of the cam 120, the intake valve 162 operates against the elastic force of a spring (not shown), and the intake port is opened. Also,
As the rotational phase of the intake camshaft 112 changes, the pressing force transmitted from the cam 120 to the intake valve 162 is reduced, and the intake port is closed.

On the other hand, with the rotation of the exhaust side camshaft 123, the cam surface of the cam 120A causes the exhaust valve 16 to rotate.
When 4 is pressed, the intake valve 164 operates against the elastic force of a spring (not shown), and the exhaust port is opened. Further, with the change in the rotation phase of the exhaust-side camshaft 123, the pressing force transmitted from the cam 120A to the exhaust valve 164 is reduced, and the exhaust port is closed.

In addition to the above-described opening / closing control of the intake port and the opening / closing control of the exhaust port, the fuel injection control, the ignition control, and the like are performed when the engine speed reaches a predetermined speed. , An intake stroke, a compression stroke, an expansion stroke, and an exhaust stroke are performed, and the engine 1 rotates autonomously. When the engine 1 is in a self-sustaining rotation state, the cranking by the motor generator 3 or the motor generator 5 ends.

On the other hand, during the operation of the engine 1, the required driving force and the target engine are determined based on the signal of the accelerator opening sensor 43, the signal of the vehicle speed sensor 45, the signal of the air conditioner switch 40, the signal of the charge detection sensor 39, and the like. The output and the target output of the motor generator 3 or the motor generator 5 are calculated. The engine output and the motor generators 3 and 5 are controlled based on these calculation results. In controlling the engine output, a combustion injection amount, an ignition timing, an intake air amount, an intake timing, and the like are controlled.

After the engine 1 is started, the engine 1 can be stopped based on a signal from the charge amount sensor 39, a signal from the air conditioner switch 40, and the like. The electronic control unit 34 includes the engine 1 and the motor
A driving force source control map for controlling driving / stopping of the generators 3 and 5 is stored. This driving force source control map controls driving and stopping of the engine 1 and the motor generators 3 and 5 using the vehicle speed and the accelerator opening as parameters.

When the engine 1 is driven, its power is
The power is transmitted to the wheels 6 via the power split device 2 and the speed reducer 4. If the engine torque is less than the required torque, at least one of the motor generators 3 and 5 is driven as an electric motor, and the torque of at least one of the motor generators 3 and 5 is transmitted to the power split device 2 and the speed reducer 4. By transmitting to the wheels 6 via the vehicle, shortage of engine torque with respect to required torque can be compensated. Further, the power of the engine 1 causes the motor / generator 2 to function as a generator, and the electric power is supplied to the motor / generator 5 via the battery 33, so that the motor / generator 5 is driven as an electric motor and its torque is increased. Through the speed reducer 4 and the wheels 6
Can also be transmitted to Motor generator 3,5
The torque and rotation speed of the motor generators 3, 5
Is controlled by adjusting the current value of the power supplied to the power supply.

On the other hand, when the engine output becomes excessive with respect to the required output, the motor generators 3, 5
At least one of them functions as a generator, and the engine 1
Is converted into electric power, and the electric power can be charged in the battery 33. On the other hand, when the vehicle is decelerating (in other words, when coasting), the power (kinetic energy) of the wheels 6 is transmitted to at least one of the motor generators 3 and 5 to function as a generator. 5 can also be used to charge the battery 33.

Next, the relationship between the opening / closing timing of the intake valve 162 and the opening / closing timing of the exhaust valve 164 is shown in the diagram of FIG. In this embodiment, the opening / closing timing of the intake valve 162 can be continuously and variably set within a predetermined adjustment angle range by controlling the hydraulic pressure of the advance hydraulic chamber 17 and the retard hydraulic chamber 18. . The opening and closing timing of the intake valve 162 is advanced as the hydraulic pressure in the advance hydraulic chamber 17 is increased. Intake valve 1
When the closing timing of 62 is advanced, the amount of air returning from the combustion chamber 12 to the intake pipe 19, that is, the blowback is reduced. On the other hand, as the hydraulic pressure in the retard hydraulic chamber 18 increases, the opening / closing timing of the intake valve 162 is delayed. If the closing timing of the intake valve 162 is controlled late, the amount of air blown back into the combustion chamber 12 increases. Thus, the supply state of air in the combustion chamber 12 is determined based on the relative relationship between intake air and exhaust gas.

FIG. 7 shows that the intake valve 162 is positioned within a predetermined angle (approximately 40 °) around the reference position X1 delayed about 90 ° from the bottom dead center of the crankshaft 168.
Is set as an example when the closing timing changeable range β1 is set. This range β1 in which the closing timing can be changed is divided into an advance angle region β2 and a retard angle region β3. Advance angle region β2
Is set in an angle range between the reference position X1 and a position approximately 80 ° from the bottom dead center. The retard angle region β3 is set in an angle range between the reference position X1 and a position approximately 120 ° from the bottom dead center. Further, in the advance angle region β2, a position at about 80 ° from the bottom dead center is the most advanced position (in other words, the most advanced state), and in the retard region β3, approximately 1 ° from the bottom dead center.
The position at 20 ° is the most retarded position (in other words, the most retarded state)
It is. In this embodiment, the opening timing and the closing timing of the intake valve 162 are not separately controlled but have an integral relationship with each other. And
The opening timing changeable range β4 of the intake valve 162 is
The angle is set in a range of about 40 ° with respect to the top dead center.
Thus, the supply state of the air supplied to the combustion chamber 12,
Specifically, a system for continuously (infinitely) changing the air supply start timing and the air supply end timing by controlling the opening and closing timing of the intake valve 162 is a continuously variable valve timing (VVT;
Variable Valve Timing) system.

By the way, when the engine 1 is started in a cold state, in other words, in a low temperature state, the fuel hardly vaporizes.
Since the air-fuel mixture tends to be thin, the combustion state becomes unstable. Therefore, before the engine 1 is started, the hydraulic pressure in the advance hydraulic chamber 17 is increased, and the hydraulic pressure in the retard hydraulic chamber 18 is decreased, so that the closing timing of the intake valve 162 is adjusted to the most advanced state. Is performed. After such control, when a request to start the engine 1 occurs in a cold state, the closing timing of the intake valve 162 is controlled to the most advanced state. Therefore, the amount of compressed air is reduced, the compression pressure is increased, and the combustion of fuel is improved, and the startability of the engine 1 is improved.

On the other hand, as described above, the intake valve 1
From the state in which the engine 62 is controlled to the most advanced state, the outside air temperature changes, or the temperature of the engine 1 itself changes due to warm-up, resulting in a non-low temperature state. To start the engine 1 based on
When the fuel injection control and the ignition control are performed, there is a possibility that the compression pressure on the air-fuel mixture becomes too high and vibration occurs. Therefore, when it is predicted that the engine is started at a non-low temperature based on the signal of the cooling water temperature sensor 36 and the signal of the outside air temperature sensor 50, the closing timing of the intake valve 162 is changed from the most advanced state to the most retarded state. Control to change to the state is performed. When the closing timing of the intake valve 162 is controlled to the most advanced state while the engine 1 is stopped, the oil pressure in the locking groove 27 decreases, and the lock pin 25 enters the locking groove 27 by the elastic force of the spring 26. I do. The engagement between the lock pin 25 and the housing 15 positions and fixes the intake-side camshaft 112 and the driven gear 122 in the circumferential direction.

When the closing timing of the intake valve 162 is controlled to the most retarded state and the engine 1 is started in a non-low temperature state, the compression pressure acting on the air-fuel mixture even if the intake air amount increases. Is not too high, and vibration can be avoided. After the engine 1 is started, the oil pressure in the locking groove 27 rises and the lock pin 25 is
The opening and closing timing of the intake valve 162 is controlled in accordance with the control of the advance hydraulic chamber 17 and the retard hydraulic chamber 18.

As described above, in this embodiment, the combustion state of the fuel when starting the engine 1 is predicted based on, for example, the temperature, and the closing timing of the intake valve 162 is controlled based on the predicted result. Thereby, the vibration of the engine 1 due to the temperature change can be suppressed, and the startability thereof can be favorably maintained.

When the closing timing of the intake valve 162 is changed from the advanced state to the retarded state, a request for starting the engine 1 based on the signal of the ignition switch 37 or the driving force source control map is generated. , The vibration of the engine 1 may occur. Therefore, an example of control for suppressing such vibration of the engine 1 will be described based on the flowchart of FIG. As described above, when the engine 1 is stopped and the closing timing of the intake valve 162 is controlled to the most advanced state, the lock pin 25 enters the locking groove 27. When a request to start the engine 1 is generated in this state (step S1), the motor
The generator 3 or the motor / generator 5 is driven as an electric motor, and its power is transmitted to the crankshaft 168, so that the crankshaft 168 is cranked, and the fuel injection control and the ignition control are performed, so that the crankshaft 168 rotates autonomously.

In this control example, when a request to start the engine 1 is made, the motor
The rotation speed of generator 3 or motor generator 5 is controlled as follows. First, it is determined whether or not the current cooling water temperature THW is equal to or lower than a predetermined value THW1 (step S2). As the predetermined value THW1, for example,-
30 ° C. If a positive determination is made in step S2, that is, if a request to start the engine 1 is generated in an extremely cold state, a process of cranking the engine 1 at the highest possible rotational speed is performed (step S2).
3).

Step S3 will be specifically described. The torque and the rotation speed of motor generator 3 or motor generator 5 are controlled by the current value of the supplied power. Therefore, first, the maximum rotation speed and the maximum torque of motor generator 3 or motor generator 5 are calculated based on conditions such as the amount of charge of battery 33. Then, for example, when cranking the engine 1 with the motor generator 3 or the motor generator 5, the power transmission efficiency of the power split device 2 is used as a parameter to correspond to the target cranking rotation speed of the engine 1. The rotation speed and torque of the generator 3 or the motor generator 5 are calculated.
Thus, the instruction torque TG1 of the motor generator 3 or the motor generator 5 is calculated, and
The target torque TG of the motor generator 3 or the motor generator 5 is set by smoothing the command torque TG1. Here, the smoothing process is a process for reducing the degree of change over time of the torque of the motor generator 3 or the motor generator 5 over time.

Then, the cranking of the engine 1 is performed based on the calculation result of step S3, and it is determined whether or not the start of the engine 1 is completed, that is, whether or not the engine 1 is in an autonomous rotation state ( Step S
4). The determination in step 4 can be made based on, for example, the engine speed or the elapsed time from the start of fuel injection control and ignition timing control.
If a negative determination is made in step S4, step S3
Returning to step S4, if a positive determination is made in step S4, the process returns. In other words, when a request to start the engine 1 is issued in a cold state, the fuel is not easily vaporized. However, by performing the control in steps S1 to S4, the intake air amount is relatively small, and cranking is performed. Since the rotation speed is set to high speed, insufficient compression of the air-fuel mixture is resolved, and a good combustion state can be maintained.
A reliable start of the engine 1 can be ensured.

On the other hand, under the conditions that are negatively determined in step S2, since the combustion of the fuel is good, the engine 1 is stopped while the closing timing of the intake valve 162 is in the most advanced state as described above. When started, the compression pressure acting on the mixture may become too high and vibration may occur. Therefore, if a negative determination is made in step S2, the closing timing of the intake valve 162 is changed, and
Control is performed to adjust the cranking speed of the engine 1 to a rotation speed suitable for the change of the closing timing (step S5).

That is, the hydraulic pressure of the engagement groove 27 is increased to pull out the lock pin 25 from the engagement groove 27, and the closing timing of the intake valve 162 is changed from the most advanced state to the most retarded state. It is. In addition, motor
Processing for controlling the rotation speed of the generator 3 or the motor / generator 5 to be lower than the rotation speed corresponding to step S3 is performed. Control of the rotation speed of the motor generator 3 or the motor generator 5
This will be described more specifically. Calculate the command torque TG2 of the motor generator 3 or the motor generator 5,
In addition, by performing a smoothing process on the instruction torque TG2,
Set the target torque TG. Here, the command torque TG2
Is lower than the command torque TG1.

The meaning of the annealing performed in step S5 is the same as the meaning of the annealing performed in step S3. As described above, since the rotation speed of the motor generator 3 or the motor generator 5 for cranking the engine 1 is controlled to be low, the lock pin 25
And the housing 15 can be easily disengaged from the vane 1.
The relative rotation between the housing 3 and the housing 15 is performed smoothly.

Next, when the relative rotation angle between the vane 13 and the housing 15 reaches a predetermined angle, the intake valve 162
It is determined whether or not the control for changing the closing timing from the most advanced state to the most retarded state has been completed (step S).
6). This determination in step S6 can be made, for example, based on the elapsed time from when the signal for changing the closing timing of the intake valve 162 from the most advanced state to the most retarded state is output. If a negative determination is made in step S6, the process returns to step S5, and if a positive determination is made in step S6, the process proceeds to step S3.

As described above, under conditions other than cryogenic temperatures, a request to start the engine 1 occurs and the intake valve 1
When the closing timing of the engine 62 is changed from the most advanced state to the most retarded state, the engine 1 starts to be started at a low rotational speed, and after the most retarded state is set, the engine 1 is started at a high rotational speed. The cranking of 1 is continued.

FIG. 8 is a time chart corresponding to the control of steps S1 to S3 in FIG. The time chart of FIG. 8 shows a change with time of the engine speed and the torque (the torque of the motor generator 3 or the motor generator 5). When a request to start the engine 1 is made, the torque starts to increase from time t1, and the engine speed also increases accordingly. Then, after time t2, the command torque is controlled to a substantially constant command torque TG1, and after time t3 when the engine speed reaches a speed at which the engine 1 can autonomously rotate, the command torque decreases, and
The engine speed is controlled to be substantially constant.

FIG. 9 is a time chart corresponding to the case where the process proceeds to step S3 via steps S5 and S6 in FIG. When a request to start the engine 1 is made, the torque starts to increase from time t1, and the engine speed also increases accordingly. After time t2, the command torque is controlled to TG2. And at time t3
When the closing timing of the intake valve 162 is set to the most retarded state, the command torque is thereafter increased.
For this reason, the degree of increase in the engine speed after time t3 is steeper than the degree of increase in the engine speed between time t1 and time t3. Then
After time t4, the command torque is controlled to TG1, and after time t5 when the engine speed reaches a speed at which the engine 1 can autonomously rotate, the command torque decreases and the engine speed is controlled to be substantially constant. Have been. After the engine speed rises to the autonomous speed, after the resonance speed is exceeded, control for advancing the closing timing of the intake valve 162 can be performed. Note that time t1 to time t3 in FIG. 8 does not always coincide with time t1 to time t3 in FIG.

As described above, in the control example of FIG.
When a request to start the engine 1 is made, the rotation speed of the motor generator 3 or the motor generator 5 for cranking the engine 1 is controlled based on the cooling water temperature and the closing timing of the intake valve 162. Therefore, it is possible to improve the startability when the engine 1 is started at the time of extremely cold, and to suppress the vibration at the time of starting the engine 1 at times other than the extremely cold.

FIG. 10 is a flowchart showing another control example. The control example of FIG. 10 is also performed when a request to start the engine 1 is issued. Step S1 in FIG.
2 is the same as the content of step S2 in FIG.
The contents of step S13 in FIG. 10 correspond to step S3 in FIG.
The contents of step S14 in FIG. 10 are the same as the contents of step S4 in FIG. 1, and the contents of step S15 in FIG. 10 are the same as the contents of step S5 in FIG. The content of step S17 of FIG. 10 is the same as the content of step S6 of FIG.

In the control example of FIG. 10, when the determination in step S12 is affirmative, the process proceeds to step S14 via step S13. Then, step S14
If the determination is affirmative, the process returns to step S
If a negative determination is made in step 14, the process returns to step S13.

On the other hand, if a negative determination is made in step S12, the process proceeds to step S16 via step S15, and the closing timing of the intake valve 162 is changed from the most advanced state to the most retarded state. It is determined whether it is possible to detect that the control to be performed has been completed. This step S16
Is determined, for example, by the signal of the most retarded angle sensor 29 or the signal of the crank angle sensor 49 and the camshaft sensor 48.
Can be determined based on the above signal. That is, when the hydraulic pressure in the retard hydraulic chamber 18 increases and the change from the most advanced state to the most retarded state is completed, the most retarded angle sensor 48 detects this. Thus, the determination in step S16 can be made.

On the other hand, when the rotation of the crankshaft 168 is detected by the crank angle sensor 49 and then the rotation of the intake camshaft 112 is detected by the camshaft sensor 48, the closing timing of the intake valve 162 is also determined.
It can be determined that the control for changing from the most advanced state to the most retarded state has been completed.

If the determination in step S16 is affirmative, the process proceeds to step S13. In step S16, the most retarded angle detection sensor 29, the camshaft sensor 48,
When it is not possible to detect that the change from the most advanced state to the most retarded state is completed due to a failure of the crank angle sensor 49 or the like, a negative determination is made in step S16 and the process proceeds to step S17. If the determination in step S17 is affirmative, the process proceeds to step S13, and the process proceeds to step S1.
If a negative determination is made in step 7, the process returns to step S15.

As described above, also in the control example of FIG.
In addition to obtaining the same effect as the control example of FIG. 1, in the control example of FIG. 10, whether the change from the most advanced state to the most retarded state is completed is determined by the most retarded detection sensor 29, Alternatively, it can be reliably determined based on signals from the crank angle sensor 49 and the camshaft sensor 48. Therefore,
When cranking the engine 1, the rotation speed of the motor generator 3 or the motor generator 5 can be controlled with high accuracy, and the function of preventing vibration of the engine 1 is further improved.

FIG. 11 is a flowchart showing another control example. The control example of FIG. 11 is also performed when a request to start the engine 1 is issued. Step S2 in FIG.
2 is the same as the content of step S2 in FIG.
The contents of step S23 in FIG. 11 correspond to step S3 in FIG.
The contents of step S24 in FIG. 11 are the same as the contents of step S4 in FIG. 1, and the contents of step S26 in FIG. 11 are the same as the contents of step S5 in FIG. The contents of step S27 of FIG.
11 is the same as the content of step S16, and the content of step S28 in FIG. 11 is the same as the content of step S6 in FIG.

In FIG. 11, if the determination in step S22 is affirmative, the process proceeds to step S24 via step S23. If the determination is affirmative in step S24, the process returns. If the determination is negative in step S24, the process returns to step S23. On the other hand, if a negative determination is made in step S22, the lock pin 25 is moved to the engagement groove 27 based on the hydraulic pressure acting on the engagement groove 27.
Is determined (step S25). If a positive determination is made in step S25, step S2
The process proceeds to step S3, and if a negative determination is made in step S25, the process proceeds to step S26. If the determination is affirmative in step S27, the process proceeds to step S23, and the process proceeds to step S23.
If a negative determination is made in step 27, the process proceeds to step S28. If the determination is affirmative in step S28, the process proceeds to step S23. If the determination is negative in step S28, the process returns to step S25.

Therefore, in the control example of FIG.
The same effects as in the control examples of FIGS. 1 and 10 can be obtained. According to the control example of FIG. 11, the cranking rotation speed is controlled to be low before the lock pin 25 comes out of the locking groove 27, and the cranking rotation speed is controlled after the lock pin comes out of the locking groove 27. Is controlled at high speed. For this reason, the lock pin 25 can easily come off from the locking groove 27 smoothly, and control for changing the closing timing of the intake valve 162 from the most advanced state to the most retarded state can be reliably performed. Therefore, the function of suppressing the vibration of the engine 1 is further improved.

After step S25, the engine 1
If the lock pin 25 cannot be pulled out from the locking groove 27 even if the cranking is continued for a predetermined time, a control can be performed with priority given to quickly increasing the engine speed to the autonomous speed. That is, the cranking rotation speed is switched from a low speed to a high speed to improve the startability. By performing this control, it is possible to prevent the driver from feeling uncomfortable or uncomfortable when starting the engine 1. In the control examples of FIGS. 1, 10 and 11, in order to control the cranking rotation speed of the engine 1, the rotation speed of the motor generator 3 or the motor generator 5 having a function as a driving force source of the vehicle is controlled. And the torque is controlled. For this reason, an existing system can be utilized without providing a special system for controlling the cranking rotation speed of the engine 1. Accordingly, an increase in manufacturing cost can be suppressed without increasing the number of parts.

In the above embodiment, the most advanced state may be maintained without providing the lock pin 25, the locking groove 27, and the spring 26 shown in FIGS. As such a configuration, the advance hydraulic chamber 17
A first configuration for maintaining the most advanced state by controlling the hydraulic pressure of the retard hydraulic chamber 18 and a second configuration for maintaining the most advanced state by the frictional force of the contact surface between the vane 13 and the housing 15. And a third configuration for maintaining the most advanced state by the frictional force between the sealing device 21 and the housing 15.
For the first configuration, the second configuration, and the third configuration, the control examples of FIGS. 1 and 10 can be used.

The operation when the second configuration or the third configuration is adopted and the control example of FIG. 1 or the control example of FIG. 10 is performed will be described. When cranking at a low rotation speed is started in step S5 or step S15, the vane 13 and the housing 15 rotate relative to each other until the rotation angle of the housing 15 reaches a predetermined angle. That is, only the housing 15 rotates, and the vane 13 stops.

The reason is as follows. When the engine 1 is stopped, the protrusion of the cam 120 is in contact with the end of the push rod (not shown), so that the cam 120 is pressed against the intake camshaft 112 in a direction to close the intake valve 162. Unless a torque exceeding the elastic force of the spring is transmitted to the intake-side camshaft 112, the intake-side camshaft 112 does not rotate. That is, while the housing 15 rotates by a predetermined angle,
Is consumed for sliding between the housing 15 and the vane 13 in the case of the second configuration, and is consumed for sliding between the housing 15 and the sealing device 21 in the case of the third configuration. afterwards,
The rotation of the housing 15 is continued, and step S6
Alternatively, the process proceeds to step S16.

In step S2 of FIG. 1, step S12 of FIG. 10, or step S22 of FIG. 11, the closing timing of the intake valve 162 is controlled.
Although the cooling water temperature is used as a parameter for controlling the cranking rotation speed of the engine 1, a factor other than the cooling water temperature can be used as long as it is a physical quantity related to the combustion of the air-fuel mixture. For example, the closing timing of the intake valve 162 can be changed and the cranking rotational speed of the engine 1 can be controlled by using the outside air temperature, the volatile state of the fuel, and the like. Here, when the outside air temperature is used, step S2 in FIG. 1 or step S12 in FIG.
Alternatively, the determination content of step S22 in FIG. 11 is the same as that in the case where the cooling water temperature is used, and thus the description is omitted.

On the other hand, when the combustion state of the air-fuel mixture is determined based on the signal of the volatile state detection sensor 25, it is determined in step S22, step S12, or step S22 whether or not the fuel is difficult to volatilize. The determination is made based on the signal of the sensor 52, and this step S22
Alternatively, if a positive determination is made in step S12 or step S22, step S3 or step S13
Alternatively, the routine proceeds to step S23, and if a negative determination is made in step S2, step S12, or step S22, a routine that proceeds to step S5, step S15, or step S25 can be employed.

That is, even when the volatilization state of the fuel is reduced, the combustion of the fuel becomes unstable, and when the volatilization state of the fuel is good, the combustion of the fuel is easily stabilized. By performing the control of 11, the vibration at the time of starting the engine 1 can be suppressed.
The volatile state sensor 52 can be provided, for example, in the intake pipe 19, the combustion chamber 12, or a fuel tank (not shown). When the intake pipe 19 or the combustion chamber 12 is provided, a volatilization state (in other words, a vaporization state) of the air-fuel mixture can be detected, and the volatilization state can be detected. On the other hand, when the volatile state sensor 52 is provided in the fuel tank,
The volatilization characteristics can be detected for each type of fuel based on the components of the fuel and the like.

Steps S3 and S5 in FIG. 1, steps S13 and S15 in FIG. 10, steps S23 and S26 in FIG.
In the above, when the engine 1 is cranked, the target rotation state of the motor generator 3 or the motor generator 5 is set, and the current value of the electric power supplied to the motor generator 3 or the motor generator 5 is controlled. However, in each of these steps, other control methods can be adopted. For example, a target rotation state of the engine 1 itself is set, and the motor generator 3 or the motor generator 5
And the current value of electric power supplied to the motor generator 3 or the motor generator 5 can be controlled so that the actual rotation state of the engine 1 itself approaches the target rotation state.

In the above embodiment, the air supply state in the combustion chamber 12 is controlled by controlling the opening / closing timing of the intake valve 162. However, the opening / closing timing of the exhaust valve is controlled. Thus, each of the above control examples can be applied to an internal combustion engine configured to control the air supply state in the combustion chamber 12. In this case, instead of controlling the opening and closing timing of the intake valve 162 based on the physical quantity related to the combustion of the air-fuel mixture, the opening and closing timing of the exhaust valve is controlled. Furthermore, in each control example, each control example described above can be applied to an internal combustion engine configured to control both the opening and closing timing of the intake valve and the exhaust valve. In this case, the opening and closing timing of the exhaust valve is performed in addition to the control of the opening and closing timing of the intake valve 162 based on the physical quantity related to the combustion of the air-fuel mixture.

Further, each of the above control examples can be applied to an internal combustion engine in which at least one of the intake valve and the exhaust valve can be separately controlled in the opening timing and the closing timing. In this case,
The opening timing and the closing timing of at least one of the intake valve and the exhaust valve are separately controlled based on the physical quantity related to the combustion of the air-fuel mixture. As a mechanism for controlling the opening / closing timing of at least one of the intake valve and the exhaust valve, a rotation angle of a rocker arm (not shown) corresponding to the rotation angle of the cams 120 and 120A is used instead of the mechanism shown in FIG. May be configured to be variable.

Here, FIG. 1, FIG. 10 and FIG.
The correspondence between the functional means shown in the control example and the configuration of the present invention will be described. That is, steps S1 to S6 in FIG. 1, steps S12 to S17 in FIG. 10, and steps S22 to S24 in FIG.
Corresponds to the start control means of the present invention. Also, the cooling water temperature equal to or lower than the predetermined temperature THW1 corresponds to the first predetermined temperature of the present invention, the most advanced state corresponds to the first air supply state (that is, the first opening / closing timing) of the present invention, and step S
3 and the rotation speed (low rotation speed) corresponding to the control in step S13 and step S23 correspond to the first rotation speed and the first rotation state of the present invention, and the predetermined temperature TH
The cooling water temperature exceeding W1 corresponds to the first predetermined temperature of the present invention, the most retarded state corresponds to the second air supply state (that is, the second opening / closing timing) of the present invention, and steps S5 and S15 and The rotation speed (high rotation speed) corresponding to the control in step S26 corresponds to the second rotation speed and the second rotation state of the present invention.

[0082]

As described above, according to the first aspect of the present invention,
When the rotating member is rotated by an external force, a compression pressure for compressing the air-fuel mixture is generated, and this compression pressure is adapted to the combustion state of the air-fuel mixture. Therefore, the combustion state of the air-fuel mixture is improved, and vibration at the time of starting the internal combustion engine can be suppressed.

According to the second aspect of the invention, in addition to obtaining the same effects as the first aspect of the invention, the function of adjusting the compression pressure to the combustion state of the air-fuel mixture is further improved. Therefore, the vibration of the internal combustion engine can be suppressed more reliably.

According to the third aspect of the invention, the same effects as those of the second aspect of the invention can be obtained, and the supply state of the air is controlled based on the temperature. Therefore, the rotating state when the rotating member is rotated by the external force is controlled based on the combustion state of the air-fuel mixture based on the temperature. Therefore, the vibration of the internal combustion engine can be suppressed more reliably.

According to the fourth aspect of the invention, in addition to obtaining the same effect as the third aspect of the invention, when the internal combustion engine is started at the first temperature, the air supply amount is relatively small. Since the compression pressure acting on the air-fuel mixture is increased, the combustion of the air-fuel mixture is in a favorable state, and the vibration of the internal combustion engine is suppressed. On the other hand, when the temperature changes from the first temperature to the second temperature,
Although the supply amount of air increases, the compression pressure acting on the air-fuel mixture is suppressed from becoming too high, and the vibration of the internal combustion engine can be suppressed.

According to the fifth aspect of the present invention, in addition to obtaining the same effects as the fourth aspect of the present invention, after the first air supply state is changed to the second air supply state, the supply of air is performed. Although the amount is relatively large, the rotation speed when rotating the rotating member by external force increases, the compression pressure acting on the air-fuel mixture is increased, and the combustion of the fuel is improved, so that the vibration of the internal combustion engine is suppressed. can do.

According to the invention of claim 6, in addition to obtaining the same effect as any of the inventions of claims 1 to 5, by controlling a driving force source other than the internal combustion engine, an external force is applied to the rotating member. The applied rotation state is controlled. Therefore, it is not necessary to provide a special system for cranking the rotating member, and it is possible to suppress an increase in the number of parts and an increase in manufacturing cost.

[Brief description of the drawings]

FIG. 1 is a flowchart showing one embodiment of control according to the present invention.

FIG. 2 is a diagram showing a power train of a hybrid vehicle to which the present invention is applied.

FIG. 3 is a block diagram showing a control system of the hybrid vehicle shown in FIG.

FIG. 4 is a perspective view showing a part of the configuration of the engine of FIG. 2;

FIG. 5 is a partial sectional view of the configuration shown in FIG. 4;

FIG. 6 is a partial cross-sectional view of the configuration shown in FIG.

7 is a diagram showing an example of a case where the opening and closing timing of the intake valve of the engine of FIG. 2 is controlled by the configuration shown in FIGS. 4, 5, and 6. FIG.

FIG. 8 is a time chart corresponding to the control example of FIG. 1;

FIG. 9 is a time chart corresponding to the control example of FIG. 1;

FIG. 10 is a flowchart showing another embodiment of the control according to the present invention.

FIG. 11 is a flowchart showing another embodiment of the control according to the present invention.

[Explanation of symbols]

1 ... Engine, 3,5 ... Motor generator, 1
Reference numeral 3 denotes a vane, 15 denotes a housing, 17 denotes an advance hydraulic chamber, 18 denotes a retard hydraulic chamber, 34 denotes an electronic control unit, 1
12 ... intake side camshaft, 162 ... intake valve,
168 ... Crankshaft.

──────────────────────────────────────────────────の Continued on the front page (51) Int.Cl. ⁷ Identification code FI Theme coat ゛ (Reference) F02N 11/04 F02N 11/08 V 11/08 B60K 9/00 ZHVC F-term (Reference) 3G092 AA01 AA11 AB02 BB01 DA10 DF01 DG06 DG09 EA03 EA04 EA11 EB01 EC01 FA14 FA32 GA01 HA01Z HA04Z HA05Z HA06Z HD05Z HE01Z HE03Z HE08Z HF02Z HF04Z HF12Z HF21Z 3G093 AA07 BA33 CA01 DA01 DA03 DA04 DA06 DA07 DB09 DB12 DB05

Claims (6)

[Claims] 1. A control device for an internal combustion engine that controls a state in which power is output from the rotating member by applying external force to the rotating member of the internal combustion engine to rotate the rotating member, and burning fuel. A control device for an internal combustion engine, comprising: starting control means for controlling a rotation state of the rotating member based on a supply state of air mixed with the fuel. 2. The internal combustion engine according to claim 1, wherein the start control means has a function of controlling a supply state of the air based on a physical quantity related to combustion of the fuel. Control device. 3. The control device for an internal combustion engine according to claim 2, wherein the start control means has a function of controlling a supply state of the air based on a temperature. 4. The method according to claim 1, wherein when the first air supply state corresponding to the first predetermined temperature is selected, the start control unit sets the start speed to be lower than a first rotation speed when the rotation member is rotated by an external force. A second air corresponding to a second predetermined temperature higher than the first predetermined temperature from the first air supply state and having a smaller air supply amount than the first air supply state; 4. The control device for an internal combustion engine according to claim 3, further comprising a function of lowering a second rotation speed when the rotation member is rotated by an external force when changing to the supply state. 5. 5. The start control means includes: a third rotation speed for rotating the rotating member by an external force after the change from the first air supply state to the second air supply state is performed. 5. The control device for an internal combustion engine according to claim 4, further comprising a function of increasing the rotation speed of the internal combustion engine than the second rotation speed. 6. The internal combustion engine according to claim 1, wherein the start control means has a function of applying an external force to the rotating member by a driving force source other than the internal combustion engine. Control device.